Joseph husost



UNITED STATES PATENT ()FFICE.

JOSEPH HUSON, OF ROCHESTER, KENTUCKY, ASSIGNOR OF ONE-H ALF TO WILLIAM F. SERUM, OF SAME PLACE.

CAR-TRUCK.

SPECIFICATION forming part of Letters Patent No. 268,680, dated December 5, 1882.

Application filed August 18, 1882. (No model.)

To all whom it may concern Be it known that I, JOSEPH HUSON, of Rochester, in the county of Butler and State of Kentucky, have invented a new and useful Improvement in Gar-Trucks, which improve ment is fully set forth in the following specification and accompanying drawings, in which- Figure 1 is a top or plan view of my improved car-truck. Fig. 2 is a side elevation of the same. Fig. 3 is an end view through line a: of Fig. 1. Fig. 4 is an enlarged cross vertical sectional view through line y of Fig. 1; Fig. 5, perspective view of lower end of inner bracket or hanger, and Fig.6 perspective sectional view of the tubular bar or sleeve for the axle.

The object of the present invention is to pro vide an improved truck for railway-cars, ar-

ranged as hereinafter fully set forth.

In the accompanying drawings, A represents the two outer bars of the frame of the truck, and B the end bars. The end bars have at each end inwardly-turned flanges or angles 0, provided with bolt-holes in the ends of the brackets, G-one near each end-of similar structure. Near the upper ends are ledges or shoulders H, on which the bars AE rest. Bolts I hold the brackets firmly to the bars. These brackets are provided with vertical slots J, which serve as guideways for the journals K of the anti-friction wheels L. The lower ends of the brackets G are held together by the stay-rods M. i

The inner bars, E, are each provided with brackets N of equal length with the outer brackets, G, located to correspond with the said outer brackets, as shown, and having also shoulders H, and bolted to the bars E in a manner similar to the brackets G. The lower ends of these brackets N are provided with circular openings N, and a tubular bar or sleeve, 0, having a head or flange, 0, extends from the bracket N on one side to a. similar bracket on the other side, and is bolted tothe said brackets over the apertures N. Centrally the tubular bar 0 is provided with a slot or opening on the upper side, in which. slot is placed the concaved brass bearing-plate P. On this plateis placed the retaining-cap P, which is secured to the tubular bar by means of the straps or hands Q around said bar, as shown. The retaining-plate has an oil-reservoir, It, and two tubes, S, which project up in the reservoir. Holes are formed through the brass P and the retaining-plate P,which communicate with the tubes .8 S, and wicks are placed in these tubes to feed the oil through said tubes to the journals.

T T represent the axles of the truck, formed of two parts, which abut each other cent-rally. The inner endsare journaledagainst the brass P, and are smaller in diameter than the diam eter of the permanent tubular bar 0, in which they revolve. The axle extends to the outer bracket, G, and is journaled in the boxing U, which boxing is capable of slight vet tical play within the guideway or slots J of the brackets G. The anti-friction wheel L is located between the brackets G G and the flange-wheel V between the brackets G N. When therefore the weight of the truck rests on the wheel V the axle T bears against the brass bearin g P and the anti-friction wheel L. Since it is requisite to provide a vertical spring or elasticity to the truck, either rubber or coiled springs K may be interposed between the journal-bearings L and the upper ends of the apertures L. The aperture of the tubular bar 0 is large enough to permit the outer end of the axle T to have sufficient vertical play when in motion to prevent contact.

The journal-bearingW for the outer end of i IOC constantly keeps the cotton against the axle, and thus feedsthe bearings with oil at all times.

The advantages of this invention are, first, it will give the rolling of the wheels on the inside curve their own motion as to travel, while those on the outside will travel farther and not cause the friction and wear and tear produced by the old style of two wheels on one axle; nor will the trucks run off the track in turning curves or ride the track, as is now so frequently the case. Second, with this truck the rolling up grade may be accomplished without breaking the train, as must often now be done; and it is obvious that the anti-friction device greatly decreases the draft for heavilyladen cars.

What I claim is- 1. In a car-truck, the frame composed of the bars A B, having the. parallel longitudinal baI'sE E, in combination with the downwardlyprojecting brackets or hangers G G, vertically slotted, and the inner hangers, N, having at the lower ends the circular apertures N, substantially as and for the purpose herein shown.

2. In car-trucks, the hangers N, having the circular apertures N at the lower ends, in combination with the sleeve or tubular arm 0, conmeeting said lower ends of the hangers, provided centrally with the beari'ng-bra'sses P and with the axle T, substantially as herein shown.

3. In car-trucks, the frame and hangers, as herein described, having the slots or guideways J and the tubular arm or sleeve 0, provided with bearing-brasses P, in combination with 'July, 1882, in the presence of witnesses.

(JOSEPH HUSON.

Witnesses:

J. K. HAWES, I. W. HANCOCK. 

